Railway vehicle governing apparatus



oct. 27, 1925. l 1,558,824

C. R. BEALL RALWAY VEHICLE GOVERNING APPARATUS Filed July l, 1924 l Patented oci. 27, 1925.

" UNITED STATES; PATENT OFFICE;

OH'ABLES B. BEALL, OF SWISSVALE, PENN SYLYANIA, .ASSIGNOR .'LO TH `UIN'ION SWITCH t SIGNAL COMPANY, F SWISSVALE, PENNSYLVANIA, A CORPORATION 0F rmmvimm.

war 'vnHIcLE Govmmne Arrann'rs.

amarante mea Julyv 1,

To aZZ whom t may concern: y

Be it known thatI, CHARLES R.. jBnALL, a citizen of the United States, residing-fat S'Wissvale, in the county of Allegheny and State of Pennsylvania, have invented cerf' tain new and `nseinl improvements in Rail-7 way Vehicle Governing Apparatus, of which the following is a specification.. e

My invention relates to railway vehicle m governing apparatus, that is", to appatus carried by a vehicle for governing the speed thereof. l

l will describe two forms or" apparatus embodying my invention and will then point out the novel features .thereof in claims.,o

ln the accompanying drawing, Fig. 1 1s a diagrammatic view showing one form of apparatus embodying my invention, and Flg. 2 is a view showing a modification of a portion of the apparatus shown in Fig. 1, and

also embodying my invention. y p Similar reference characters refer to s1m1- lar parts in each of the views.

Referring first to Fig.V 1, the reference character V designates an axle and a a1r of wheels of a railway vehicle on whic is mounted all the rest of the apparatus shown in this view. This also actuates a centrifual device C, comprising a collar 2 fixed to t e axle, a collar 3 mounted to slide on the axle, and two weights 4 and 4f for sliding the collar 3 in opposition to the action of a springtY in accordance with the speed of rotation of the axle.I lThe centrifugal device C operates a controlling member `6 carrying a controlling contact 7 and checking contact 8.' Thecontrolling contact 7 coacts with a series of fixed contact members A, whereas the checking contactuS coacts with a series of fixed contact members -\D. The operation is such that when the vehicle is at rest the contacts 7 and 8 engage with the lowest of the fixed contact members A and D, as shown in the drawing, whereas when the vehicle is running at the highest'speed of which it is capable, these contacts engage with the uppermost of the fixed members A and D. For intermediate speeds the contacts 7 and 8 engage with intermediate ones of the fixed contact members A and D.

The reference character 9 designates a controlled member carrying a controlled contact 10 and a checking contact 11. The confixed contact members B, whereas the check me. serial no. matze.

trolled contact 10 coacts lwith. a series off' ing 'contact 11 coacts withgfixed contact members E; The controlledz member 9 is operated in the manner h reinaiter er1 plained.

Two impedances, here shown as resist ances R and R2 are connected in multiple across a source of current l", which source, as here shown, is a battery. The circuit for resistance R is from battery F, through wires 15 and 16, resistance R, and wires if? and 18 to batter F. The circuit for resiat`7 ance R2 is from attery F, through wires 15, 1.6 and 19 resistance R2, and wires 20, 21 and 18, to battery F. The fixed contact y members A are electrically connected by if@ means of wires 56 with polnts of different electrical potential on the resistance R", whereas the fixed contact members B are electrically connected by wires 57 with points of different electrical potential on resistance R2. It will be seen, therefore, that as the controlling member 6 moves upwardly, the controlling contact 7 will be progressively connected with points of different potential on resistance and that as the controlled member 9 moves upwardly, the controlled contact 10 will be progressively connected r with points of different potential on resistance 2. f 1

The controlled member 9y is provided with a central vertical aperture winch is adapted to coact with a screw 12 and this 'screw is in turn operated by an electric motor M; The field winding 13 of motor M is constantly supplied with current from battery F, the circuit being from this battery, through wires 15 and 22, field winding 13, and wires 21 and 18to battery F. One terminal of the armature 14 of motor'M is connected with the controlling contact 7 by wire 23, and the other terminal of this armature s connected with the controlled contact 10 by wire 24.

The operation of the parts of the ap a- 'I ratus thus far described, 1s as follows: W en m@ the controlling contact 7 and the controlled contact 10 coact with points on the resistances R and R2 havin the same electrical.' potential no current wil flow in armature 14 of motor M, so that this motor will be at rest. When the controllingcontact 7 moves into' en Vagement with a point on resistance R having a different potential from the point of resistance R with which the controlled contact 10 is in engagement, current will flow through the armature 14 of motor M in one direction or the other according as the potential of contact 7 is higher or lower than the potential of contact 10 and the motor and screw 12 are so arranged that the motor will then be operated in the proper direction to move the controlled contact 10 into engagement with a point on resistance R2 having the same otential as the point on resistance R. witli which the controlling contact 7 is in engagement. It will thus be seen that the controlled member 9 will occupy different positions at different speeds of t e wheels and axle V, or that, in other words, different s eeds of the vehicle will be re roduced by dierent positions of the-contro led member 9.

las

The reference character G designates a relay which is controlled by trailic conditions in advance in such manner that under clear traic conditions the contact finger 26 is swung to the left to engage with a Vfixed contact 27, under caution traiiic conditions the contact nger 26 is swung to the right to engage with fixed contact 28, and under dangerous trafiic conditions the contact finger 26 occupies v an intermediate position wherein it engages with a fixed contact member 29. The means ior controlling the relay G forms no -p'art of my invention, and, consequently, suchmgansrc not shown in the drawing.

The controlled member 9 operates a contact bar 34 which coacts with three fixed .contacts 35, 36 and 37. These fixed conhour, the contact bar 34 is in engagement with all three of the fixed contacts 35, 36 and 37; when the speed of the vehicle rises above '15 miles per hour the contact bar 34 moves v away from contact 37; ivhen the speed of the vehicle rises above an intermediate value, such as 35 miles per hour, the contact bar 34 passes out of engagement with contact 36; and when the s eed is above a high value, such as 60 mi es r hour, the contact bar 34 passes out oi)e engagement with contact 35.

The reference character H designates a paratus for controlling the brakes of t e vehicle. As here shown, this apparatus comprises a pipe 30 provided with a valve 31 which is controlled by the Varmature 33 of an electromagnet 32. As long as magnet 32 is ener ized the valve 31 is held closed and the bra es are not affected, but when magnet 32 becomes de-energized, thereby releasing its armature 33 and allowing valve 31 to open, the consequent reduction of pressure 1,sse,ea4

'in the kpipe 30 operates through any suitable apparatus to cause an automatic application o the brakes. o

Assuming that the vehicle is traveling under proceed traiiic conditions,cso that contact bar 34, .wire 43, checking contact 11,-

contact member E, wire 25, contact member D, checking contact 8, wire 44, magnet 32, and wire 58 to battery 38. This circuit will be closed provided the s eed of the train does not exceed 65 mi es r hour. If the speed does exceed this va ue, the'circuit will be opened at contact 35-34, whereupon magnet 32 will release valve 31 and thereby cause an automatic application of the brakes: If the train is traveling under caution traffic conditions the circuit for magnet 32` will be the same as before except that it will include contact 26-28, wire 41 and contact member 36. Under this condition the train may proceed at speeds below 35 miles per hour, but if the speed exceeds this value, the circuit for magnet 32 will be opened at contact 34-36, and an automatic application of the brakes will occur.l If the vehicle is traveling under dangerous traiic conditions, the circuit for magnet 32 will be the same as before except that it will include contact 26-29 of relay G, wire 42 and contact member 37.

The vehicle may then proceed at speeds be- 100 low 15 miles per hour, but if the speed ex'- ceeds this value, the circuit for magnet 32 will `be opened at contact 34-37, and an automatic application of the brakes will occur.

It will be noted that thecircuit for magnet 32 always includes the checking con-` tacts 8 and 11 and a pair of fixed contacts D and E. The purpose of these elements is to check the synchronism of the controlled member 9 and the controlling member 6. As long as these two members move in synchronism the checking contacts 8 and. 11 are 4 electrically connected by a pair of fixed con tacts D andE and the wire 25 connecting these contacts, but if member 9 does not res ond to a movement of member 6 then the c ecking contacts 8 and 11 will notbe electrically connected through contacts D and E and wire 25, whereupon the circuit for magnet 32, will be opened and the brakes will be In the arrangement here' shown, the magnet 32 is' made. slow-releasing in character,

lbecause when the controlling member 6 spending movement. The slow-acting charac-l llK is of the polarized type, so that it a trolling member 6.

teristic of magnet 32 is suchI as to bridge this time interval and so to Irevent an automatic application of the rakes when a change occurs in the position of the con- It is possible that difficulty maybe encountered in making the motor M sufficiently sensitive to provide for synchronism in the positions of members 9 and 6, and in that event the apparatus shown in Fig. '2 may be used. Referring to Fig. 2, the motor M is controlled by a relay K, the winding of which is connected with the contacts 7 and 10 by wires 23 and 24, respectively. a

responds to the polarity of the current supplied toits winding. rlhe field winding 13 of motor M is constantly supplied with current from battery F, through wires 15, 47 and 48, field winding 13, andvwires 49, 21 and 18 to battery F. When contacts 7 and 10 engage with points of the same potential on resistances R and R2, relay K is de-energized, and the armature 14 of the motor M is then (ie-energized so that the'motor is at rest. When the controlling contact7 is shifted to such position that the potential of contacts 7 and 10 aredilferent, relay K will be energized in one direction or the other according as the potential of contact 7 is above or below the potential of contact 10. Assuming that the energization is in such direction as to swing the contact fingers 45 and 46 to the left, armature 14 of motor M isthen energized by a circuit which passes from battery F, through wires 15, 47 and 50, contact 45-59, wire 51, armature 14, wire 52, contact .t6-60, and wires 53 and 18 to battery. F. Motor M then rotates in the proper direction to shift member 9 to such osition that the potentials of contacts 7 an 10 are the same. If relay K is energized in the op-I posite direction, the circuit for armature 14 is from battery F, through wires 15, 47 and 50, contact 45-61, wires 5.4 and 52, armature 14, wires 51 and 55,' contact 46-62, and wires 53 and 18 to battery F. Current thenv lows through the armature 14 in the opposite direction so that motor M is rotated in the opposite direction and`serves to shift the member 9 to such position ,that the pos tentials of contacts 7 vand 10 are tlesame.

One important feature of my inventin is the fact that the centrifugal device `is used only to move the controlling member 6, so that this centrifugal device may be made small and light, with the result that it may have a high degree of sensitivity.

In both Figs. 1 and 2, the electromotive forces supplied to resistances R and R2 are direct current electromotive forces, but it should be pointed out that this particular feature is not essential.

Although I have herein shown land described only two forms of apparatus 'em- ,I claim is:

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bodyiiig my invention, it is understood that -various changes and modifications may be made therein within the scope of the appended lclaims without departing from the spirit and scope of my invention.

Having thus described my invention, lwhat 1. In combination, a railway vehicle, a speed responsive. device operatively connected with a wheel of said vehicle, twoL resistances on the vehicle each connected across a source ofvcurrent, a controlling contact oper* ated by said device and moved into engagement with different points on one resistance according to the speed of the vehicle, a con trolled contact movable into engagement,

with diii'erent points on the otlier'resistance, means operating when said two contacts do not engage with points of equal potential on said resistances to move the controlled conI tact to such position that ther twoI contacts do engagevvith points of equal. potential on the two 'resistancea and governing apparatus v on thevehicle controlled-et least in part by the positioniot said controlled contact.

2. ln combination, a railway vehicle, a

lspeed responsive device operatively connected with a wheel of said vehicle, two rist- 4tances on the vehicle each connected across a source of current, a controlling contact operated by said device and moved `into engagement with dili'erent points on one 'resistance according to the speed of the vehicle,.'a controlled contact movable into eng ent with diierent points on the other resistance, a winding connected with said two contacts whereby current will i'lw in one direction or the other in said winding when'said contacts do not engage with points of equal potential on said two resistances, means controlled by said winding and responsive to the flow of current therein for moving said controlled contact to such position that said two contacts en age with points of equal potential on said two resistances, and governing apparatus'on the 1*"liicle controlled at least in part by the position of said controlled contact.

3. In combination, a y railway vehicle, a speed responsive device operatively connected with a wheel of said vehicle, two resistances on the vehicle each connected across a source of current, a controlling contact loperated by said device and moved into en gagement with different points on one relol 4. In combination a .railway vehicle, af

' resistance, a motor 4for moving said controlled contact, means causing operation oi said` motor when said two contacts do not engage points of equal potential on said two resistances, and governing apparatus on the vehicle controlled at least 1n part by the position of said controlled contact.

5. In combination, a railway vehicle, a speed responsive device operatively connected with a' wheel of said vehicle, two resistances on the vehicle each connected across a source of current, a controllin contact operated by said device and move into engagement with different points on one resistance according tothe speed of the vehicle, a controlled contact movable into engagement with different points on the other resistance, a relay connected with said two contacts and responsive to the direction of current flow between said contacts, a motor controlled by said relay for moving said controlled ccntact, and governing apparatus on the vehicle ,controlled at leastin part by the position of said controlled contact.

6. In combination,a` `railway vehicle, a speed responsive devlce operatively vconnected with a wheel of said vehicle, two resistances on the vehicle each connected across a source of current, a controllin contact operated by said device and move into engagement with different points on one resistance according to the speed of the vehicle, a controlled contact movable into engagement with different points on the other resistance, a relay having a winding connected with said two contacts and responsive t to the direction of current tlow in said windoperated by said device and mov sistance according to the speed of the vehicle, a controlled contact movable into engagement with different points on the other 'Vhicle contro led at least 1n part by the poresistance, means connected with said contacts for keeping them at points of equal potential on said two reslstances respectively, and verning apparatus on the vesition of said controlled contact.-l

8. In combination, a railway vehicle, a speed resiponsve device there'on o eratively connecte with a wheel of said ve icle, two resistances on the vehicle each connected across a source of current, a controllin contact operated by said device and move into engagement with different points on one resistance according to the speed of the vehicle, a controlled contact movable into en gagement with different points on the other resistance, means connected with said two contacts for keeping the controlled contact at a point on the second resistance having the same potential as the point-at which the controlling contact engages the first resistance, a relay on the vehicle controlled in accordance with trafiic conditions, and governin apparatus on the vehicle controlled jointly by said relay and by the position of 4said controlled contact,

9. In combination, a railway vehicle, a speed responsive device thereon operatively connected with a wheel of said vehicle, two resistances on the vehicle. each connected across a source of current, a controlling contact operated by said device and moved 'into engagement with diii'erent points on one resistance according to the speed of the vehicle, a controlled contact movable into engagement with different point-s on the other resistance, means connected with said two contacts for keeping the controlled contact at a point on the second resistance having thesame potential as the point at which the controlling contact engages the first resistance, `a relay on the vehicle controlled in accordance with trafiic conditions, and governin apparatus on the vehicle controlled jolntly by said relay and by the position of said controlled contact, and means controlled by said contacts for setting said governing apparatus into operation if the two contacts do not engage with points of equal potential on said resistances.

10. In combination, a railway vehicle, a speed responsive device thereon operatively connected with a wheel of said vehicle, two resistances on the vehicle each connected across a source of current, a controlling contact operated by said device and moved into engagement with different points on one resistance according to the speed of the vehicle,`a controlled contact movable into engagement with diiferent points on the other resistance, means connected with said two contacts for keeping the controlled contact at a point on the second resistance having the same potential as the point at which the controlling contact engages the first resist- 13 ance, ovei'ning apparaus on saidfvehicle contro ed at least 1n part by the position of said controlled contact, and means for setting said governing apparatus into operation if said two contacts do not engage with points of equal potential on said resistences. V

11. In combination, a railway vehicle, a speed responsive device operatively connected with a wheel of said vehicle, two impedanees, means for applying an electromotive force to the terminals of each said impedance, a controlling contact operated by said device and moved into engagement with different points on one im dance according to 15 the speed of thevehi e', a controlled contact Imovable into different points on the other/impedance, means operating when said two contacts do not en age wit points of equal potential lon sai s .impedances to move the controlled contact to such position that the two contacts do engage with points of equal potentialhon the two imped `ances, and `efoverning apparatus-on the vehicle controlled at least in part by the vwosi- 25 tion of said controlled contact. l

In testimony whereof I aixmy signature.

` CHARLES R. BEALLP 

